Carbureter



J. A. KLlNE.

CARBURETER.

APPLICATION FILED IAN.23, 1913.

1 40,720, Patented May 18, 1920.

III MW UNITED STATES PATENT OFFICE.

JAMES A. KLINE, F YORK, PENNSYLVANIA, ASSIGNOR, BY MESNE ASSIGNMENTS, '10 L. V. FLECHTER &. COMPANY, A CORPORATION OF NEW YORK.

GARBURETER.

Specification of Letters Patent.

Patented May 18, 1920.

Application filed January 23. 1913. Serial No. 743,762.

York, county of York, and State of Pennsylvania, have invented certain new and useful Improvements in Carbureters, of which the following is a specification.

This invention relates to carburetors, particularly to carburetors for use on vehlcles such as automobiles.

In the usual types of carbureters an auxiliary air valve is provided which opens automatically corresponding to the increase of suction at the higher engine speeds. However, when this auxiliary valve is so opened, it is found that the mixture becomes too lean owing to the excess of air supplied in proportion to the amount of fuel oil sucked in through the usual nozzle and Venturi tube.

It has been proposed, therefore, to provide an additional fuel valve which is opened by the movement of the auxiliary valve, for supplying the added oil necessary when the auxiliary valve is so opened. This construction, however, requires an added number of moving parts and interferes with the easy adjustment of the auxiliary valve. The object of the present invention is, therefore, to provide an auxiliary oil inlet which automatically supplies the additional oil for the engine at the proper time, without the use of any additional moving parts and which is independent of the moving parts of the air valves.

In experimenting to obtain this result, I have found that when the suction produced by the engine is sufficient to open the auxiliary valve to a degree such that the mixture becomes too lean, this suction is also sufficient to raise the oil to a certain height above the level of the oil in the float chamber, so that if an oil duct is provided leading from the float chamber to a predetermined height above said liquid level, the liquid is sucked up through the duct at the proper time and at the proper position of the auxiliary valve to supply the addltlonal oil necessary to secure the requisite mixture.

In carrying out my invention, I provide a tube leading from the float chamber into the path of travel of the auxiliary air supply, the tube terminating in a nozzle having a pin-hole opening at a predetermined height above the level of the liquid in the. float chamber. I have found that about one inch is the right height in a full size carburetor of the present construction. However, it will be understood that this height may be varied for constructions having other proportions. This tube is always open to the suction of the engine when the throttle is open, but becomes operative only when such suction exceeds a certain predetermined amount. The air coming in past the auxillary air valve travels over the jet of oil from the auxiliary nozzle and intimately mixes therewith and is carried up together with the mixture from the Venturi tube. Thus, I utilize the suction of the engine itself directly to determine when the additional oil is to be supplied independently of any moving valve parts. A simple construction is thus obtained which is very inexpensive to manufacture, has no moving parts which are liable to get out of order, does not interfere withany of the movable parts of the carbureter and effectively operates under varying conditions of speed for supplying the requisite amount of oil to the engine.

In the accompanying drawing, the figure is a longitudinal sectional elevation of a carbureter embodying my invention.

The oil is supplied to the carbureter by a suitable tube connected to the nipple 1, which isscrewed' into or otherwise connected withthe casing and communicates with the float chamber 2. The usual float 3 is disposed'in this chamber and actuates the lever 4 to operate theneedle valve 5, extending into the opening of the nipple, so as to shut off the oil supply when the latter has reached its proper level in the float chamber. The fuel spraying nozzle 6 communicates through duct 7 with the float chamber and 9 extends a slight distance above the level of the oil. As the air rushes into the tube 8, past the nozzle, it exerts a slight suction upon the oil suflicient to carry it up through the small height which the nozzle extends 100 through the outlet controlled by the throttle 105 valve 10.

With increase of speed of the engine, the auxiliary air valve 11 located in the extension of-the carburetor casing opens against the tension of. suitable springs to supply 110 additional air necessary at such higher engine speed, which additional supply the Venturi tube cannot take care of by itself. The means for adjusting the valve is described in the patent to Anderson, #1,04L1,708, granted October 15, 1912. A detailed explanatioii thereof is, therefore, unnecessary in the present application.

I will now describe the improved simple means I have provided whereby the additional supply of gasolene for the engine is obtained automatically at the higher speeds without the intervention of any moving parts. Extending within the float chamber, preferably between the float and the casing therefor is a small tube 12 having an enlarged portion 13 which screws into the top wall of the casing and extends into the passage 1% for the air admitted past the auxiliary air valve 11. The end of the tube extending into this passage constitutes an auxiliary fuel nozzle 15 having a pinhole opening 16, which is always in open communication with the passage. The height of this pin-hole opening above the level of the liquid in the float chamber determines what degree of suction the engine must exert before oil is supplied through the auxiliary nozzle, and as the degree of suction is dependent upon the engine speed, the latter determines when the additional oil is so admitted.

I have found that in constructions having the general proportions such as indicated in the drawing, a height of about one inch above the level of the liquid in the float chamber is the proper height. However, this may be varied for other proportion of carbureters.

The nozzle 15 is located in the path of the movement of the air admitted past the auxiliary valve, and thus the oil admitted through this nozzle is mixed with the air admitted past the auxiliary valve and this mixture is then combined with the mixture passing through the Venturi tube. When the suction is suflicient to raise the oil through the tube out of the pin-hole opening 16, the oil passes out in the form of a thin stream, which is unobstructed in its movement and extends across the path of travel of the air coming in past the auxiliary valve and thus a spray is produced which intimately mixes with the air and forms a proper mixture for complete combustion.

To promote the easy attachment of the tube to the casing, the upper portion of the tube 12 is preferably oil'set inwardly from the lower portion which extends into the oil. This gives suflicient room for screwing the enlarged portion of the tube into the casing. A squared off portion 17 is preferably formed on the bottom of the enlarged portion 13 to facilitate the screwing of the latter into the casing.

Various modifications may be resorted to within the skill of the mechanic without departing from the scope of this invention as defined in the appended claims.

Having thus described my invention, I claim 1. In a carbureter, the combination of a main air inlet passage, a primary fuel nozzle opening in said main air passage, an auxiliary air inlet passage, a secondary fuel nozzle opening in said auxiliary air passage at a higher level than the primary fuel opening, a partition separating the portions of the air passages adjacent their fuel nozzles, a throttle valve adapted to close off all of said inlets and nozzles from the engine, and a fuel supply constantly open to the engine through both nozzles so that the suction of the engine will be eifective through both of said nozzles at all times when the engine 1s running.

2. In a carbureter, the combination of main and auxiliary air inlets, a tube in communication with the main air inlet, a primary fuel nozzle located in said tube and in position to form a carbureting chamber therein, and a secondary fuel nozzle located in the path of travel of the air from the auxiliary air inlet and at a higher level than the primary fuel nozzle but below the top of the carbureting tube.

3. In a carbureter, the combination with a horizontally disposed member having an auxiliary air passage therein and having a throttle valve controlled outlet therefrom, a carbureting tube projecting into said auxiliary passage and constituting a main air passage, a primary fuel nozzle within said tube having its outlet positioned below the top thereof and in line with said auxiliary air passage outlet, a fuel supply in communication with said primary fuel nozzle, a normally closed air valve opening into said auxiliary air passage and an auxiliary fuel nozzle leading into said auxiliary air passage below the outlet of said main air passage and having an uninterrupted fluid communication with said fuel supply.

4. In a carbureter, a float chamber having a fuel supply opening, a float in the chamber, a valve connected with the float for closing said opening to preserve the level of the fuel in the float chamber approximately constant, a primary fuel nozzle communicating with said chamber, a main air inlet located adjacentto said primary fuel nozzle, a tube extending into the float chamber between the float and the wall of the chamber, said tube terminating in a secondary fuel nozzle considerably above the level of the liquid in the float chamber, a secondary air inlet, a passage for the air admitted through said last named inlet, said secondary fuel nozzle being located in said passage below the entrance of the fuel from the primary fuel nozzle to said passage and being always open to the suction of the engine when the throttle valve is open.

5. In a carbureter the combination of an outlet adapted to be connected to the intake manifold of the engine, an outlet controlling throttle Valve adapted to be manually operated, a main air intake in line with said outlet, a carbureting tube between said outlet and said main air inlet and in line therewith, a primary fuel nozzle adjacent to the base of saidcarbureting tube, an auxiliary air passage entering the side of the main air passage adjacent to the outlet of said carbureting tube, a puppet valve controlling the opening to said auxiliary air passage, means for adjusting the resistance to opening of said puppet valve, a secondary fuel nozzle opemng in said auxiliary 26 air passage below the top of said carbureting tube, a fuel chamber common to both of said fuel nozzles and means for keeping the fuel therein at a constant level.

This specification signed and witnessed 25 

